Fuel charge forming mechanism



Jan. 12, 1965 w. w. HAMBY 3,165,098

FUEL CHARGE FORMING MECHANISM Filed Aug. 19, 1965 4 Sheets-Sheet 1 INVENTOR WALTER W. HAMBY ATTORNEY Jan. 12 1965 w. w. HAMBY 3,165,098

FUEL. CHARGE FORMING MECHANISM Filed Aug. 19 1963 4 Sheets-Sheet 2 INVENT OR WALTER W. HAMBY ATTORNEY Jan. 12, 1965 w. w. HAMBY FUEL CHARGE FORMING MECHANISM 4 Sheets-Sheet 3 Filed Aug. 19, 1963 INVENTOR WALTER W HAMBY BY zfl ATTORNEY Jan. 12, 1965 w. w. HAMBY 3,165,098

FUEL CHARGE FORMING MECHANISM Filed Aug. 19, 1963 v 4 Sheets-Sheet 4 Tag 5..

INVENT OR WALT ER W. HAMBY ATTORNEY United States Patent 3,165,098 FUEL CHARGE FORMING MECHANISM Walter W. Harnby, Smyrna, Ga, assignor to .l. M-

Feighery Company, Dalton, Ga, a corporation of Georgia Filed Aug. 19, 1963, Ser. No. sugars 10 Claims. (ill. 123-127) This invention relates to a fuel charge forming mechanism for a motor vehicle engine.

An important object of the invention is to provide a fuel charge forming mechanism, auxiliary to a conventional carburetor, for supplying fuel charges to a motor vehicle engine to greatly facilitate the acceleration of the engine, thus providing low-powered vehicle engines with a high degree of performance in accelerating from a standing start and for passing other vehicles.

A further object is to provide such a mechanism, a functioning part of which is arranged between a conventional carburetor and the intake manifold and which functions independently of the carburetor upon the depression of the accelerator pedal to its limit, to provide a pressuresupplied charge to the motor vehicle engine.

Y A further object is to provide a mechanism of the character just referred to wherein, in the normal operation of the vehicle engine, the device does not interfere with the normal functioning of the carburetor, the device being provided with a chamber through which the carburetor normally directly supplies fuel to the intake manifold.

A further object is to provide a device of the character referred to which, when operative, performs the function of supplying a continuous fuel charge to the motor vehicle engine while rendering the conventional carburetor substantially functionless.

A further object is to provide an auxiliary charge forming and supplying mechanism which, when caused to function by depressing the accelerator pedal to its limit of movement, supplies a continuous fuel charge under pressure and which rate of flow automatically increases as the engine speed increases, thus providingthe' engine with a high degree of accelerating power, far beyond that which can be attained by thenormal functioning of the conventional carburetor. c

A furtherobject is to provide such a mechanism which functions whollyindependently of the degree of vacuum developed by the engine whereby, in starting froma standstill at low engine speeds, efiicient .fuel charges are supplied while the vacuum developed by the engine is substantially negligible, the device at all times-satisfying the volumetric requirements of the engine while supply ing fuel proportioned to the engine speed to provide a surprisingly high degree of power at relatively low engine speeds, and which power increases rapidly as the engine speed increases. g Y

Other objects and advantages of the invention will become apparent scription.

In the drawings I have shown one embodiment of the invention. In this showing FIGURE 1 isan elevation looking at the forward end of amotor vehicle engine showing the invention applied; FIGURE 2 is a side elevation of the same, a portion of the motor vehicle engine being broken away;

FIGURE 3 is an enlarged detailed sectional view on line 3-3 of FIGURE 2; p

FIGURE 4 is a plan view of the portions of the present mechanism directly associated with the engine manifold;

FIGURE 5 is a vertical sectional view on line 5'5 of FIGURE 4 showing. a portionof theengine manifold and carburetor;

during the course of the following de- FIGURE 6 is an enlarged sectional view of line 6-6 of FIGURE 5;

FIGURE 7 is a vertical sectional view through a surge tank;

FIGURE 8 is a horizontal sectional view on line 8 8 of FIGURE 7, somewhat enlarged;

FIGURE 9 is a similar view on line 99 of FIGURE 7; and

FIGURE 10 is a perspective view of portions of the mechanism showing the electrical system associated therewith.

Referring to FIGURES 1 and 2, the numeral 10 designates a motor vehicle engine as a whole, which maybe of the V-type' as shown in FIGURE 1. On the forward end of crank shaft 11 is mounted a pulley 12 around which passes the usual belt 13 for driving the pulley 14 to which is connected a fan 15. Also mounted on the shaft 11 is a small pulley 16 for driving abelt 17 for a purpose to be described.

The engine is provided with the usual intake manifold 20 (FIGURES 1, 2 and 5), above which is arranged'a conventional carburetor 21 having a venturi passage 22 controlled by a butterfly or throttlevalve 23 mounted on a shaft 24 controlled by an arm 25. This arm is con nected by the usual rods, linkages and levers indicated as a whole by the numeral 26 to an accelerator pedal 27 (FIGURE 2). The carburetor and its operating means may be conventional. V

Ordinarily, the curburetor seats directly. on the manifold 20. In the present case, a casing forming a part of the present invention and indicated as 'a whole by the numeral 30, is arranged between the carburetor and the manifold. This casing is provided with a portion 31 having horizontal top and bottom walls apertured'r espectively as at 32 and 33 and through which carburetor charges flow downwardly directly from the passage 22 through the usual top opening 34 of the'manifold 20.

It will become apparent that when the device of the pres-;

Onee'nd of the casing 30 flares as at-36to provide a I cylindrical portion 37 forming an air passage 38 of substantial diameter opening into the chamber 39 (FIG:

URE 5 of the casing 30. The air passage 38 is normally closed by a throttle valve '40 mounted on a shaft 41 and having one edge portion engaging a limiting stop 42 as shown in FIGURE 5.

A spring 43 is connected to the free end of an operating arm 44 on the shaft 41, the other end of the spring being connected to a pin 4-5 fixed to the casing 30. This spring biases the valve 40 to the normallyclosed position shown in FIGURE 5.

The other end of the shaft41 is provided with an arm 43 to the free end of which is connected one endof a link 49. The other end of this link is-connected as at to the adjacent end of the armatureSI of asolenoid '52 which, when-energized, swings the arm'48-to tur'n the 38 is fixed a casting secured to the casing 30 by screws 56. The outer end of the casting 55 is provided with a recess 57 (FIGURE 6), forming a chamber in cooperation with a pressure responsive diaphragm 58, biased to a the left in FIGURE 6 by a 'spring59. .T he right-hand end of this spring engages a seat 60 carried by an adjusting screw 61 provided with a lock nut 62. Asdescribed below, pressure is generatedunder certain conditions in the chamber 57 to'move thediaphragm SSagainst the loading of the spring 69, and this spring is adjustable by loosening the nut 62, turning the screw s1 and tightening the nut 62. Obviously, the screw 61 is threaded through a yoke 63 and the ends of this yoke, together with the diaphragm 58, are secured to the casting 55 by the screws 56.

The casting 55 is provided with an axial extension as projecting through an opening 69 in the casing Elli, into the chamber 39 (FIGURE The casting 55 is provided with an axial passage '70 in which is axially movable a stem 71 secured at one end to the diaphragm 58 and provided at its other end with a conical valve '72 normally engaging a seat 73 formed in a plug '74 threaded in the end of the extension as. An apertured bearing member 75 guides the end of the stem 71 adjacent the seat '73.

I Fuel is supplied to the passage 76 through a radial passage 76 to which is connected one end of a pipe 77, further referred to below.

Referring to FIGURE 2, the numeral 32 designates a conventional vehicle fuel pump having an inlet line 83 from the fuel tank of the vehicle and an outlet line 84 leading to a surge' tank 85. This tank as shown in FlG- URES 7, 8 and 9 is Vertically arranged and provided near the top thereof with openings 86, S7 and 88, and near the bottom thereof with an opening 89. The pipe 34 is connected to one of the upper openings, in the present instance, the opening 85. The opening 33 is connected to one endof a line 92. leading to the carburetor 21 (FIG- URE 5) to supply fuel thereto.

. The opening 87 (FIGURES 7 and 8) is connected to oneefid of a fuel line d3-leading to a conventional solenoid op'eratedthree-way valve 94. This valve is connected to the pipeline '77 (FIGURE 4), and a third pipe 95 is connected to the three-way valve 94. The pipe 95 is normally open to the line 93 and closed to the pipe '77. Whenthe solenoid'of the valve device 24 is energized as describedbelow, communication is closed from the pipe 95 to the pipe 93 and opened to the pipe 77.

A gear pump 100 having therein a chamber ltll. and the usual gears 1 02 (FIGURE 3), is supported by a bracket 163 connected in any suitable manner to the vehicle engine. The pipe 95is connected to the chamber it?! (FIGURE 3) to supply fuel from the latter to the three-way valve 94. The bottom opening 89 (FIGURES 7 and 9) of the surge tank is connected to one end of a pipe 105 to return fuel to the chamber Zllll in a manner to be descri bed. 4

The gears of the pump ldilare mounted on shafts 108 and 199, the-latterofwhich rotates in a bearing lit) (FIG- 7 URE 2). The shaft ms carries a pulley ii about which pass'esthe-belt 17 to drivethe'pumpltilland maintaina.

fuelcirculation asdescribed below: a

.27 shown as a switch inFIGURE it). When the accelerator pedal is depressed to its.limit, the circuit is closed across the wires 117 and 118 by engagement of the switch with a contact 119. This closes a circuit through wires 120 and 121 to energize the coil ofthesolenoid 52. Wires 122 and-123are connected'in parallel with the wires 12%} and 121, and are connected to the coil of the three-way solenoid 'valve 94 so. that; both solenoids are energized when'the accelerator pedal 27 is depressed to its limit.

7 v I V, Gperiztion The presel' tiinventionifunctions only when it is desired to rapidly accelerate the vehicle from a. standing start or when .passing'another vehicle, Assuming that the vehi'cle" engineis o'perated under normal conditions, the

conventional pump 82 supplies fuel through line 84 (FIG- URES 2,4 and 5) to the surge tankdS from which fuel flows through pipe 92 to ,thecarburetor'ziil. The carburetor, functions conventionally in response to movements. ojf'the throttle 'valve 23 when the accelerator pedal is operated. p f

The mechanism of the present invention under the conditions being considered is inoperative. The valve '72 (FIGURE 6) will be closed and no fuel will be supplied past this valve to the intake manifold. The fuel charge from the carburetor will flow downwardly through the chamber 39 and through opening 34 into the intake manitold. While the present mechanism will not now be functioning, the gear pump 153d (FIGURES 2 and 3) will be constantly driven by the engine and fuel is supplied by the pump 82. to the surge tank through line 84. From this tank, through pipe 165, fuel will be supplied to the gear pump and will be pumped therefrom through line 5 5 to the three-way valve 94- and then through line 93 to the surge tank 85 to provide a constant circulation of fuel. The three-way valve 94. at this time will close communication between pipes 95 and T7. The only net how of fuel from the tank d5 will be that demanded by the carburetor and this fuel is supplied, in accordance with the demands of the engine, from the pump 32.

Assuming that the vehicle is standing still and a rapidly accelerated takeoff is desired, or assuming that the driver desires to pass a vehicle ahead of him going in the same direction, he will depress the accelerator pedal to the limit, thus closing circuits through wires 12% and 121, and 122 and 123. This will energize the two solenoids and the solenoid 52 will rock the arm 48 to turn the valve 46 to the phantom line position shown in FIGURE 5, thus opening the chamber 39 to the free flow of air thereinto independently of the carburetor. Such operation of the accelerator pedal also opens the carburetor throttle valve 23 to its maximum extent, under which conditions there will be a low degree of vacuum in the engine manifold, particularly if the vehicle is starting from a standstill. However, the present device will provide an adequate supply of fuel as described below.

The closing of the circuit through the solenoid valve 94 disconnects the pipes 95 and )3 and connects the pipe 95 to the pipe 77 to supply fuel through passage 76 (FIG- URE 6) and to passage in and chamber 57. A build-up in pressure, acting against the diaphragm 58, will open the valve 72 and atomized fuel will be discharged around the valve 72 under pressure. This pressure will depend upon the adjustment of screw 61 and the volume is directly proportional to the engine speed. Initially, from the standstill, the engine speed will be relatively low and a relatively low rate of fuel discharge past the valve 72 will take place. This fuel, and the air supplied through air passage 33 intothe chamber 39, will be sufficient to satisfy the volumetric requirements of the engine cylinder. A much more substantial fuel charge will be supplied to the engine than would be true in the normal operation of the carburetor.

vWith the accelerator pedal held depressed, the effective fuel charge supplied to the engine will increase as engine speed increases, since the-gear pump 1% will be driven at increasing speeds and fuel will flow from the passage Til, past the valve 72 at an increased rate. it has been found that acceleration performance is greatly increased, and accordingly, the use of the present device is highly eifective with older vehicles having engines of lower horsepower, and the so-called compact cars of relatively low horsepower. Such vehicles are thus provided with an acceleration performance comparable to that provided with vehicles having engines of high horsepower.

When thedesired vehicle speed has been attained when starting from a standstill, or. when the vehicle has passed another vehicle, the driver may: release the accelerator pedal to .any desired extent. Immediately upon breaking of the electrical circuits in FIGURE 10, the solenoid of the three-way valve 94 will be de-energized, under which conditions the pipe will again communicate with the pipe 93 and will be cut off from the pipe 77. No more fuel will be supplied to the passage 7d (FlGURE 6) and the chamber 57, and'the drop in fuel pressure in such chamber, will release the spring 59 to close the valve 72. The opening of the circuit through the solenoid 52 will release the spring 43 and the valve 40 (FIGURE 5) will be returned to normal position. Therefore, the present mechanism will cease to function and the controlling of the engine will be restored to the conventional carburetor 21.

It will be apparent that there is a continuous circulation of fluid through the gear pump 100 and surge tank 85 and pressure from the gear pump is ready at all times upon the connection of the pipe 77 to the pipe 95 to supply pressure to the passage 77. Such operation takes place simultaneously with the opening of valve 4e (FIG- URE 5). Since fuel is atomized under pressure past the valve 72 when the present device is functioning, a very low vacuum in the intake manifold is all that is necessary to effect the flow into the manifold of an adequate fuel mixture to provide the vehicle engine with a highly eificient acceleration rate.

While the accelerator has been shown in FIGURE as a switch engageable with a contact 119, in actual practice, the unit 119 as viewed in FIGURE 2 is preferably a microswitch mechanically engageable by the accelerator pedal when the latter is depressed to its limit of movement. In all ranges of movement of the accelerator pedal, except when the microswitch is closed, the carburetor 21 functions normally to control the supply of fuel to the vehicle engine.

t is to be understood that the form of the invention shown and described is to be taken as a preferred example of the same and that various changes in the shape, size and arrangement of the parts may be made as do not depart from the spirit of the invention or the scope of the appended claims.

I claim:

1. An auxiliary charge forming mechanism for a motor vehicle engine having an intake manifold and a carburetor, a casing arranged between the carburetor and the intake manifold and having a chamber therein open at the top and bottom to the carburetor and manifold, respectively, said casing having an air passage leading to said chamber, a normally closed air valve controlling said passage, 2. fuel atomizing nozzle projecting into said chamber, a normally closed fuel valve controlling said nozzle, a fuel passage leading to said nozzle, normally inoperative means for supplying fuel under pressure to said fuel passage, means biasing said fuel valve to closed position, a pressure responsive element exposed to pressure in said fuel passage for overcoming said biasing 6 driven by the vehicle engine, a smge tank, a three-way valve connected to the outlet of said pump and normally connected to said surge tank, a return pipe connected between said surge tank and the inlet of said pump, thus establishing a normal circulatory system for pumped fuel, a supply line connected between said three-way valve and said fuel passage, and means for simultaneously opening said air valve and operating said three-way valve to disconnect it from said surge tank and connect it to said supply line to supply fuel to said fuel passage.

5. A mechanism according to claim 4 wherein said three-way valve is solenoid operated, electromagnetic means for opening said air valve, said control means comprising parallel circuits for the solenoid of said threeway valve and for said electromagnetic means.

6. An auxiliary charge forming mechanism for a motor vehicle having an intake manifold and a carburetor, a casing arranged between the carburetor and the intake manifold and having a chamber therein open at the top and bottom to the carburetor and manifold, respectively, the casing being horizontally elongated and having an air passage at one end, a normally closed 'valve controlling said air passage, the other end of said casing being closed, an atomizing nozzle projecting through said end wall and terminating in said chamber and provided therein with a fuel passage, a normally closed fuel valve in said passage controlling said nozzle, a body carrying said nozzle and provided with a recess forming a fuel chamber communicating with said fuel passage, a diaphragm closing said fuel chamber and connected to said fuel valve, a spring biasing said fuel valve to closed position, and

means for simultaneously opening said air valve and supplying fuel under pressure to said passage and to said fuel chamber to move said diaphragm and open said fuel valve to supply atomized fuel to said first-named chamber. a

7. In combination with a motor vehicle engine having an intake manifold and a carburetor having a fuel passage and a throttle valve controlling such passage, an accelerator pedal connected to said throttle valve, a pipe for supplying fuel to said carburetor, a casing arranged between means to open said fuel valve, and means for simul- .taneously rendering said fuel supply means operative and for opening said air valve.

2. A mechanism according to claim 1 wherein sai means for supplying fuel under pressure to said fuel passage comprises a pump driven by the motor vehicle engine and operative as engine speed increases for increasing the pressure of the fuel acting against said pressure responsive element to progressively open said fuel valve as engine speed increases to provide for the full flow of fuel supplied by said pump to said chamber.

3. A mechanism according to claim 2 provided with anormally open circulating system for fuel pumped by said pump, said means for simultaneously supplying fuel to said fuel passage and for opening said air passage nozzle, a fuel passage leading to said nozzle, a fuel pump the carburetor and the intake manifold and having a chamber therein open at the top and bottom to the carburetor and manifold, respectively, said casing having an air passage leading to said chamber,'a normally closed air valve controlling said passage, a fuel atomizing nozzle. projecting into said chamber, a normally closed fuel valve accelerator pedal for simultaneously rendering said fuel supply means operative and for opening said air valve.

8. The combination according toclaim 7 whereinsaid means for supplying fuel to said fuel passage comprises a ptunp driven by the motor vehicle engine and operative as engine speed increases for increasing the pressure of the fuel acting against said pressure responsive element to progressively open said fuel valve as engine speed increases to provide for the full flow of fuel pumped by I said pump to said chamber.

9. The combination according to claim 8 provided with a normally open circulating system for fuel pumped by said pump, said means for simultaneously supplying fuel to said fuel passage andfor opening said air passage comprising a device for closing said circulating system and supplying fuel from said pump to said fuel passage. I

10. In combination with a motor vehicle engine having an intake manifold and a carburetor having a fuel passage and a throttle valve controlling such passage, an

accelerator pedal connected to said throttle valve, a' pipe for supplying fuel to said carburetor, a casing arranged between the carburetor and the intake manifold and having a chamber therein open at the top and bottom to the carburetor and manifold, respectively, said casing having an air passage leading to said chamber, a normally closed air valve controlling said passage, a fuel atomizing nozzle projecting into said chamber, a normally closed fuel valve controlling said nozzle, a fuel passage leading to said nozzle, a fuel pump driven by the vehicle engine, a surge tank, a three-Way valve connected to the outlet of said pump and normally connected to said surge tank, a return pipe connected between said surge tank and the inlet of said pump to establish a normal circulatory system for pumped fuel, a supply line connected between said three-way valve and said fuel passage, and means operative upon predetermined movement of said accelera- References filed by the Examiner UNlTED STATES PATENTS 1,460,886 7/23 Chapman 123l80 1,968,653 7/34 Pulkinghorn 123-l27 2,252,415 8/41 Schwartz 123-127 2,361,250 10/44 Vincent 123l27 3,022,053 2/62 Hoyt 123127 KARL I. ALBRECHT, Acting Primary Examiner. 

1. AN AUXILIARY CHARGE FORMING MECHANISM FOR A MOTOR VEHICLE ENGINE HAVING AN INTAKE MANIFOLD AND A CARBURETOR, A CASING ARRANGED BETWEEN THE CARBURETOR AND THE INTAKE MANIFOLD AND HAVING A CHAMBER THEREIN OPEN AT THE TOP AND BOTTOM TO THE CARBURETOR AND MANIFOLD, RESPECTIVELY, SAID CASING HAVING AN AIR PASSAGE LEADING TO SAID CHAMBER, A NORMALLY CLOSED AIR VALVE CONTROLLING SAID PASSAGE, A FUEL ATOMIZING NOZZLE PROJECTING INTO SAID CHAMBER, A NORMALLY CLOSED FUEL VALVE CONTROLLING SAID NOZZLE, A FUEL PASSAGE LEADING TO SAID NOZZLE, NORMALLY INOPERATIVE MEANS FOR SUPPLYING FUEL UNDER PRESSURE TO SAID FUEL PASSAGE, MEANS BIASING SAID FUEL VALVE TO CLOSED POSITION, A PRESSURE RESPONSIVE ELEMENT EXPOSED TO PRESSURE IN SAID FUEL PASSAGE FOR OVERCOMING SAID BIASING 